Porting results on a Turbo B18C (pg3)

[rado]

Here are a some pics of Valve seat and chamber work on a B16A head which will soon be a part of an impressive N/A build!!!!

This is the Precision Performance chamber work


Here is an example of the intake seat configuration.. 4 angles for this head; incidated by the red lines.


Finally the exhaust seat configuration; again indicated by the red lines

[belalegosi]

nice job.
just replied to your pm... but saw the pics here so never mind lol

intake/exhaust ports opened up?

[rado]

nice job.
just replied to your pm... but saw the pics here so never mind lol

intake/exhaust ports opened up?

I only touch the places that make a difference to flow! Nothing else, in fact the port entries and exits are within .5mm of stock.

This head flows more than 23% better than stock, and all other things being equal, will net an incerase of at least 20HP

Regards,

Richard.

[red_dragon]

Great work and looked better in person

thanks for your time

will be in contact

looking for sponsors

[rado]

Here's some pics of componets I'm using in a D16Y8 head build here http://www.trinituner.com/v3/forums/viewtopic.php?f=6&t=331512&p=4813242#p4813242

You'll notice the valve has not only been cleaned and polished, but the face has been re-cut and a 30 degree back cut has been added behind the seating surface.



When replacing valve guides, why not get something better than stock! These supertech Manganese Bronze Guides fit the bill quite well.


Although I swear I'll never do this myself again

[rado]

Well, I was able to get the little "D" up to stock B16A flow! ...and that head has +3mm larger intake valves!!!

To the more technically inclined, please note that I do not use a radius on the port entries for testing. That would inflate the numbers somewhat.

I keep all test variables constant, and can produce very high levels of repeatability... within 1-3 CFM accross the valve lift range. Anytime!

This D16y8 head flows over 16% better than stock!



Have a look at the graph....

[Swifted]

brilliant work Richard! I definately have to come by and see the workshop!

[rado]

brilliant work Richard! I definately have to come by and see the workshop!

Thanks Swifted... and you're welcome anytime you can catch me home. My vacation is over today so no more fun and games.

Its back to the grind from tomorrow .

I'm just glad I was able to finish the D16 head before going back out to work. I have to ask Garvin if I can display it at his shop tomorrow.

Here's a pic of the head just prior to assembly.

A A, you could just make out the fancy bronze valve guides

[belalegosi]

nice job.
just replied to your pm... but saw the pics here so never mind lol

intake/exhaust ports opened up?

I only touch the places that make a difference to flow! Nothing else, in fact the port entries and exits are within .5mm of stock.

So you're saying opening up the i/e ports is futile?
I dont have any flow bench data but when I gasket matched my i/e ports and knife edged the divider between the valves (cant think of the name but hopefully you get what I'm trying to say lol) a difference was felt. It could be the butt dyno playing tricks again.
So I'll accept gasket matching dont do much..

Well, I was able to get the little "D" up to stock B16A flow! ...and that head has +3mm larger intake valves!!!

I have no experience on a D series head but are the valves initially that tiny? +3 is a alot from my experience for NA. I personally only know one guy who runs OS valves and he's only +1 but he's running high comp with big cams..

This ties back to earlier in my post. I dont get how port matching won't help with flow since its the initial point of entry/exit to the head. Especially if you're running OS valves you would be opening up bigger passages which would inherently be useless if you're still limiting your airflow at the i/e.


*puts on dunce hat*

[rado]

hey jnqaz,

Thanks for asking. Let me try to address all the points you raised.

"Opening up" ports have the effect of increasing port volume, cross sectional area (CSA) at the entry and slowing velocity. All of these variables are related and must be adjusted withing certain limits/ ratios. For example there is a "best practice" relationship between intake CSA and valve size in 4 valve chambers. Its hit or miss if you don't know the ratios!

"Port Matching" is common, and gives a relatively safe limit for head porters. However, ports flow in both directions, so best practice would be to leave a small "step" to fight reversion. So the ideal would be a manifold CSA slightly larger than the head entry / exit CSA. A fraction of a mm is sufficient. This works best when the intake manifold CSA is already a little smaller so you don't have to open the port entry.

"Knife edging" dividers is a complicated topic for intake ports where the divider is the leading edge. think about it, what shape is the leading edge of an airplane wing? Ever wonder why its not a knife edge?
Knife edging can affect the "quality of the flow"... introducing too much turbulence. Best practice, reduce the thickness, but round the leading edge, unless the port design, or velocity probe tells you otherwise.

"Valve size" on the D series head for intake is 30mm. For B16a head its 33mm
I did not put oversized valves on the D, I just made the ports flow as well as a stock B series intake port.

"Oversizing" valves requires several adjustments in key areas of the port, usually limited to about 30mm into the port from the valve seat! The last place you want to touch is the entry CSA since you will sacrifice velocity.

Often, DIY head porters experience a surge of power from the "butt dyno" which in fact is the engine comming out of a hole in the power curve created by miss directed material removal. The dyno is the ultimate measure....

I hope that answered all you questions.

[belalegosi]

Interesting point on the decrease in air velocity with the wider ports. I would not have thought of that...
Good to know you're knowledgeable in what you're going. I'll save this thread for later on when I have more questions on porting

[rado]

^^ Thanks very much.

I try to resist following my own "intuition" when porting, choosing rather to rely on something that I can quantify, and or established best practice.

This is my passion, and I'm always reading, always learning.

[New Breed]

Saw this head by Garvin yesterday at his Tuesday promotion, wow this head looks amazing... keep it up rado.

[rado]

Saw this head by Garvin yesterday at his Tuesday promotion, wow this head looks amazing... keep it up rado.

Thank you very much sir! If I do say so myself, it will work better than it looks:!:

Truth be told the cosmetic stuff does little to nothing for flow... but you know how it is.

Update: I just got a Mitsubushi evo head today!!! I'll be starting work on it mid next week when my tooling gets here.

[Sanctifier]

Update: I just got a Mitsubushi evo head today!!! I'll be starting work on it mid next week when my tooling gets here.

Great. Looking forward to the results.

[rado]

You'll find the EVO results here
http://www.trinituner.com/v3/forums/viewtopic.php?f=33&t=338418

For comparison sake, please bear in mind this head still has stock size valves and my flow testing is always done without the aid of any radius arround the intake entry.

[rado]

Here's a description of the guarantee offered with my work.

http://www.trinituner.com/v3/forums/viewtopic.php?f=25&t=340447

[V2NR 3.0]

sweet reading

[rado]

^^ Thanks

[speedemonz]

pm price to do F20B non vtec head to the stage 2 plz

[CD4Accord]

hahaha Speedemonz, I done pm about the same exact thing...

Think we could do "group buy" on two f20's? that would be nice♠

[speedemonz]

I have no problem with that what so ever lets see what can happen .....and on another note do you know anyone where I can get another F20 head let me know

[rado]

Thanks for the inquiries.

Just PM your e-mail address and I'll send you the full price list.

[speedemonz]

got the email will call you on monday

[rado]

After manay hours of testing, Turbo Honda B- series heads are now available!

http://www.trinituner.com/v3/forums/viewtopic.php?f=18&t=345188&p=4947099#p4947099

I've also introduced new "Stage Based" pricing on these heads. The turbo head for Honda B-series engines is the Stage 3 head.

PM for details.

Richard.

[intruder]

interesting....

[FullStop]

interesting is no joke, rado, i never got to tell you thanks man, I'm still sorting out the car, lots of work to be done, but man, with the job you did and a basic fuel map the car was pulling sweetly, I didnt get to finalize the tune, my knock sensor went bad and i fried a coil pack, I ordered them and am awaiting them.

[rado]

interesting is no joke, rado, i never got to tell you thanks man, I'm still sorting out the car, lots of work to be done, but man, with the job you did and a basic fuel map the car was pulling sweetly, I didnt get to finalize the tune, my knock sensor went bad and i fried a coil pack, I ordered them and am awaiting them.

You are very welcome Sir! I appreciate the feedback.

Since your Head, I have finalized stage 3 packages for:
SR20 High Port
SR20 Low port
4G63
H22a
& of course B16a / B18c castings!

It seems as though quite a few discerning engine builders / owners are wise to what is required to take their projects to the next level!

[red_dragon]

rado thank for the extra 15 - 20% before vtec

busted brake line stopped testin

[speedemonz]

Hey rado do you do 2jz twin turbo heads? I have a friend who is interested in having some work done.